Rerailing railroad equipment



June 23, 1931. E. M. PRESSNALL RERAILING RAILROAD EQUIPMENT Filed Oct. 9. 1929 lilllql Int/8% EZLLS M PressmZ,

run along ELLIS M. PRESSNALL, OE: PROCTOR, MINNESOTA RERAILIN G RAILROAD EQUIPMENT Application filed October 9, 1929. Serial No. 398,499.

My invention relates to a means and method for rerailing railroad equipment such as lOCOIl'lOtlVQS, tenders and cars which have been derailed.

In t e rerailing of derailed locomotives and cars by the means and methods now commonly employed, there are a number of inherent (lisadvantages and objections which are not satisfactorily met in the usual types of equipment used, particularly the common rerailing frog. ()ne of the principal ob ections to the frog is that the flange of the outer wheel must be raised above the rail with an attendant drop which, because of the great weight of the engine or car, proves injurious either to the rail or the engine or car equipment. This objection is overcome by my present invention wherein it is'not necessary for the derailed wheels to be lifted above the top of the rails, but instead they are drawn up a smooth incline and run onto an wl'iatever.

temporary rail sections to the permanent track operation is complete. By this means and method no jacks or auxiliary equipment are needed other than my improved replacer and short rail seel t is an object of my invention to provide an improved means and method of rerailinp railway equipment. It is another object of my invention to vide a method of rerailing railway equipment, which is smooth, quick and efiicicnt in operation.

Another object of my invention is to pro vide a rerailing replaeer which is adapted to be used for either rail of the tracks.

Other objects and advantages will appear and be brought out more fully in the following specification, in which I refer to the accompanying drawings, whereinigure 1 is a side view of a railway track section, showing my invention,-

Figure 2 is a top view of the same; and

Figure 3 is a perspective view of the replacer bar embodying my invention.

eferring more particularly to the drawings, I show a railway track section having ties l0 and main rails 11. In Figure 3 I show a replacer 12 having a base portion 13, an upper inclined portion 14 which substantially meets the base 13 at one end 15 and which terminates in a horizontal portion 16, at the opposite end. An abutting end portion 17 is formed at this end from which project jaws 18 which are each other torming an aperture 19.

' Aperture It) is substantially the width of the rail and jaws aw formation is be placed at the end of a rail section with the jaws 18 on either side of the with portion 17 portion 16 will with the top of the ball of the right in I 2 is shown dotted acar axle and position as derailed, and the rerailing of the same is as follows:

The rail 20 adjacent the outer wheel is disconnected or cut at a point 21, and inwardly. A short, rail section 22 is laid with one end abutting the end of the fixed rail 11 and spiked down.

engagement with the opposite end of rail section 22, with the end approximately under the car wheel, For the opposite rail adjacent the inner wheel a switch point 23 is placed as shown. and likewise spiked down. and a replacer 12 secured to its butting end.

The loco-motive or car can then be run up incline H 6, are run over the rail sections 22 and 23, and then onward to the permanent rails 11, with no dropping or bumping of any sort. The operation is smooth and easy and requires a minimum amount: of eilort and there is no likelihood of slipping or injury due to any jar, since there is no dropping from one level to another, as will be clear from the drawings. The same type of rcplacer 18 have a vertical dimension suhstantiall equal to the height of the rail web, and this and the wheels passing portions 2 can be used on both rails and no other uxiliary equipment is necessary other than a switch oint and a short rail section.

is clear t at it is not necessary to raise the wheels of the locomotive or car above the bell of the rail, and it will befound that this type of rerailing device is especially useful on curves where theiordinary type of design and construction of the illustrated device may be made without departing from the true scope of the invention as set forth in the appended claims.

I claim:

1. A replacer for rerailing equipment, comprising a base portion, a top portion, an inclined portion adjacent the top portion and terminating substantially with said base portion, said replacer having means for engaging the end of a rail, said means comprising spaced abutments extending from an end of said replacer.

2; A replacer for rerailing equipment,

2 comprising a base portion, a top portion,

an inclined portion adjacent the top portion and terminating substantially with sai base portion, said replacer having means for engaging the end of a rail, said means 3 comprismg a pair of spaced jaws adapted to engage the web of the rail.

3. he herein described method of rerailing railway equipment comprising cuttin one of the rails and bendingthe out en inwardly, placing a rai section with an end abutting the remaining cut rail portion, securing an incline replacer adjacent the opposite end of the rail section, placing a switch point adjacent the opposite rail, se-

40 curing an incline replacer to the extending end of said switch point, and drawin the car wheels up said replacer, over sai rail section and switch point onto the main track rails.

4. The herein described method of rerail ing railway equipment which consists of cutting a track rail and bending one o the out sections inwardly, securing a rail section to the ties in abutting relation with the other out rail section, securing a switch point to the opposite rail opposite said rail section, and securing replacers to the abutting ends of said rail section and said switch oint and in alignment with the car wheels,

and drawing or driving the car over sai replacer, rail section, and switch point onto the main track rails.

Signed at Proctor, Minnesota, this 28th day of September, 1929. ELLIS M. PRESSNALL. 

